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| Date: | Thursday 15 February 2007 |
| Time: | 12:20 |
| Type: |  Boeing 777-240LR |
| Owner/operator: | Pakistan International Airlines - PIA |
| Registration: | AP-BGY |
| MSN: | 33781/504 |
| Year of manufacture: | 2005 |
| Engine model: | General Electric GE90 |
| Fatalities: | Fatalities: 0 / Occupants: 156 |
| Other fatalities: | 0 |
| Aircraft damage: | Minor, repaired |
| Category: | Accident |
| Location: | Manchester International Airport (MAN/EGCC) -
 United Kingdom
|
| Phase: | Taxi |
| Nature: | Passenger - Scheduled |
| Departure airport: | Manchester International Airport (MAN/EGCC) |
| Investigating agency: | AAIB |
| Confidence Rating: |  Accident investigation report completed and information captured |
A PIA Boeing 777-240LR (AP-BGY) and a Flybe DHC-8-402Q (G-JEDR) were involved in a ground contact accident at Manchester International Airport (MAN).
The DHC-8-400 had stopped short of the runway, at intersection Holding Position JA1, prior to taking off. The following Boeing 777 was cleared to Holding Position J1, at the beginning of the runway, which involved taxiing beyond JA1. The crew of the B777 were cautioned about the presence of the DHC-8 as they continued towards J1. As the B777 passed behind the DHC-8, its right wingtip struck the DHC-8’s rudder.
The B777 suffered minor scratching to its wingtip. The DHC-8’s rudder was damaged and required replacement.
AAIB Analysis
Whilst the crew of G-JEDR reported that they had stopped “on the line” at the holding position, analysis showed that if the aircraft had been stopped with its nose precisely above the relevant marking, and that AP-BGY had been following the taxiway centreline, the two aircraft would not have collided. Therefore, it is logical to conclude that G-JEDR had stopped a few metres short of the holding position, which was consistent with allowing the crew a view of the stop bar, as is normal aviation practice.
The decision by the commander of AP-BGY to deviate slightly from the taxiway centreline, as he passed G-JEDR, was to increase what he considered would be a small miss-distance between the two aircraft.
The method used by the GMC controller when directing departing aircraft for either full length or intersection departures, in order to present the Tower controller with opportunities to expedite the flow of traffic, was in accordance with normal ATC practice.
Both controllers had expected AP-BGY to hold short of the link to JA1, until G-JEDR had moved forward.
The clearances issued, for AP-BGY to taxi to J1, were correct. However, the cautions to the flight crew, which represented essential aerodrome information ‘to assist him [the pilot] in preventing collisions with parked aircraft’, as described in MATs Part 1, were not understood by them as meaning that there was a risk of a collision if they taxied past G-JEDR. The commander of AP-BFY stated that he believed that the instruction to taxi past G-JEDR would not have been
issued if a collision risk had existed.
Accident investigation:
 |
|
Sources:
https://www.gov.uk/aaib-reports/boeing-777-240-lr-and-dhc-8-402-dash-8-ap-bgy-and-g-jedr-15-february-2007
History of this aircraft
Other occurrences involving this aircraft
| 3 January 2017 | AP-BGY | Pakistan International Airlines - PIA | 0 | Toronto–Lester B. Pearson International Airport, Ontario (YYZ) |  |
sub |
| Collision with other aircraft on apron | ||||||
| 7 January 2020 | AP-BGY | Pakistan International Airlines - PIA | 0 | near Nawabshah |  |
non |
| Near miss | ||||||
Revision history:
| Date/time | Contributor | Updates |
|---|---|---|
| 11-Feb-2010 00:40 | harro | Added |
| 31-Oct-2024 09:04 | ASN | Updated [Other fatalities, Narrative, ] |
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